Standard or Metre Gauge
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The document discusses technical issues surrounding railway track gauge choices and makes arguments for standard gauge in Africa. It summarizes that gauge impacts factors like speed, infrastructure costs, and network connectivity. While metre gauge has capabilities, standard gauge allows higher speeds, lower lifetime costs, and integration into the dominant global railway system. The document recommends that Africa pursue a long-term transition to standard gauge for new lines while maintaining existing metre gauge networks, to maximize economic development opportunities through improved transport connectivity.
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Standard or Metre Gauge
- 1. PRESENTER: John Morgan (Pr. Eng) Engineering Manager: GAUTRAIN Province Support Team JPL Morgan Associates
- 2. JPL Morgan Associates CONTENTS Technical issues surrounding choice of gauge Networkability Economics and globalisation The way forward for Africa
- 3. TECHNICAL ISSUES SURROUNDING CHOICE OF GAUGE Gauge Dependent Gauge Independent Optimum Gauge Capability of Metre Gauge JPL Morgan Associates
- 4. GAUGE Cape gauge (1065mm) generally used in South Africa. Cape + metre gauges = Narrow gauge = 17% of world total Standard gauge (1435mm) used for the majority of tracks worldwide (60%). Broad gauge = all gauges > standard gauge = 23% of world total Maximum speeds on Cape gauge normally below 130km/h Maximum speeds of 160km/h and above in regular use worldwide on standard gauge. Cost premium for standard gauge over Cape gauge estimated at 12.5% ( PWM + ballast). No other infrastructure premium. JPL Morgan Associates
- 5. TECHNICAL ISSUES (contd) Gauge Dependent Power/Torque of Traction motors Curve speeds for given radius Safety against overturning Speed limits Track alignment maintenance standards Ability to double-stack containers JPL Morgan Associates
- 6. Standard (UIC GA/GB/GC)/Cape gauge (TFR) rolling stock: vehicle body width = 103%. gauge = 135%; JPL Morgan Associates
- 7. TECHNICAL ISSUES (contd) Gauge Independent Vehicle loading gauges Minimum negotiable curve radii JPL Morgan Associates
- 8. JPL Morgan Associates
- 9. TECHNICAL ISSUES (contd) Optimum Gauge Broad gauges Optimum gauge 1676mm = 5ft 6in (Zoutendyk) JPL Morgan Associates
- 10. TECHNICAL ISSUES (contd) Capabilities of metre gauge railways Queensland Railway’s 1997 study for UIC Evaluated track gauge vs productivity Competitiveness and/or sustainability? JPL Morgan Associates
- 11. NETWORKABILITY Railway development history Breaks of gauge Standardisation of railway gauges Gauge clusters Freight rail vs passenger rail demands JPL Morgan Associates
- 12. NETWORKABILITY (contd) Railway development history Plethora of gauges United Kingdom Europe United States of America Russia Colonies JPL Morgan Associates
- 13. NETWORKABILITY (contd) Breaks of gauge Effects on networkability Various “solutions” JPL Morgan Associates
- 14. NETWORKABILITY (contd) Standardisation of railway gauges Path Dependency in Spacial Frameworks (DJ Puffert) Critical mass of Standard Gauge Standard Gauge not necessarily the Optimum Gauge JPL Morgan Associates
- 15. NETWORKABILITY (contd) Gauge clusters United States of America United Kingdom and Europe Russia Spain and Portugal South America Africa East Asia JPL Morgan Associates
- 16. NETWORKABILITY (contd) Freight rail vs passenger rail demands Horizontal alignment Vertical alignment Operating speeds JPL Morgan Associates
- 17. Gautrain Rapid Rail Link - standalone rail network. - dedicated fleet of rolling stock. - Passenger interchange (networkability) with SA Rail Commuter system via platforms. - Networkability afforded by rail found to be no special advantage, in fact a disadvantage. JPL Morgan Associates
- 18. ECONOMICS & GLOBALISATION The “Killer Applications” Command economies Globalisation of the rail industry Railway research and development JPL Morgan Associates
- 19. ECONOMICS AND GLOBALISATION (contd) The “Killer Applications” Where Railways can and do successfully compete with other modes JPL Morgan Associates
- 20. THE “KILLER APPLICATIONS” Fundamentals of railway competitiveness Railway genetic technologies (Dr D vd Meulen) Naturally competitive applications Potentially weak applications Urban rail – other attributes (3 rd Genetic Technology) JPL Morgan Associates
- 21. ECONOMICS AND GLOBALISATION (contd) Command economies Russia South Africa of the 70’s JPL Morgan Associates
- 22. ECONOMICS AND GLOBALISATION (contd) Globalisation of the rail industry Standard gauge the dominant gauge Broad-based competence Economy of scale A vibrant market Extensive networkability Gautrain Sao Paolo line 4 JPL Morgan Associates
- 23. Gautrain Rapid Rail Link Standard gauge allows : - “off the shelf” tried and tested rolling stock. - safer, higher operating speeds. - Greater tolerance of track imperfections. - Less risk for concessionaire . JPL Morgan Associates
- 24. ECONOMICS AND GLOBALISATION (contd) Railway research and development Standard gauge - commercially driven & vibrant Broad gauge – command driven Metre gauge? JPL Morgan Associates
- 25. AFRICA: THE WAY FORWARD Historic rail development drivers Rail Road Association position paper The path to the future JPL Morgan Associates
- 26. AFRICA: THE WAY FORWARD (contd) Historic rail development drivers Exploitation of natural resources Developmental tool JPL Morgan Associates
- 27. AFRICA: THE WAY FORWARD (contd) Rail Road Association position paper Developed in response to NDOT enquiry General acceptance JPL Morgan Associates
- 28. RAILROAD ASSOCIATION of SA POSITION PAPER ON TRACK GAUGE EXECUTIVE SUMMARY Whatever decisions are taken should be economically viable—the authorities should prescribe neither that all new track should be standard gauge, nor that all existing track should be changed to standard gauge It is unlikely that it will be found economic or realistic to change all existing track to standard gauge. Existing meter gauge track should be operated as a going concern, as long as it can economically serve its intended purpose Major new railway projects in South Africa should use the dominant applicable technology. For example, application of double-stack container trains, and/or high-speed intercity trains to new corridors should use standard gauge. Similarly, standard gauge could be considered in the urban context, but only if appropriate. As and if such projects gain momentum, it will then be up to future generations to convert appropriate portions of the existing rail network to standard and/or dual gauge lines. JPL Morgan Associates
- 29. AFRICA: THE WAY FORWARD (contd) The path to the future Perform economic analyses of needs and transportation routes Decide if rail is appropriate / the answer Ensure double stacking is possible Decide on the appropriate gauge Mitigate or remove breaks of gauge JPL Morgan Associates
- 30. Dual Gauge and Double Gauge Basic dimensions when converting from Cape to Standard during operations: Dual Gauge (Tri-rail configuration) Centreline of track moves 185mm in or out. Double Gauge (Quad-rail configuration) Clear distance between “outer Cape” and “inner Standard” rail flange when using largest rail section currently in use in South Africa (60E1) = 32mm JPL Morgan Associates
- 31. Other Aspects Formation Requirements Track centres of 3,96m or 4,0m suitable for both Cape and standard gauge Formation width of 3m either side of centreline adequate for standard gauge Formation strength needs for standard gauge application slightly less onerous than for Cape gauge application for same axle loadings Bridge strength needs are unchanged for same axle loadings JPL Morgan Associates
- 32. AFRICA: THE WAY FORWARD (contd) The path to the future Remember – If rail IS selected as the appropriate mode; And, should Standard Gauge be selected: (as strongly recommended) Acceptance of Standard Gauge is not a “cure-all” Long term planning horizons are essential Encourage commercial rail operators/concessionaires JPL Morgan Associates
- 33. THANK YOU John Morgan [email_address] www.gautrain.co.za 0800 Gautrain JPL Morgan Associates